Springfield Basin link to the rivers Chelmer and Can ‘Canal Link’ feasibility report

Report prepared by CRACL

Contents Acknowledgements ...... 3 Executive Summary ...... 4 Introduction ...... 5 Objectives ...... 5 Background ...... 5 History of the Navigation ...... 5 Planning History ...... 7 The Canal Link ...... 9 Route ...... 9 Aerial View ...... 9 Location Plan ...... 10 Land Uses and Ownership ...... 10 Ownership Plan ...... 11 Design ...... 11 Canal Link Site Plan ...... 12 Canal Link Cross-Section ...... 13 Utilities and Services ...... 13 Cross-Section of the Canal Link over existing services ...... 13 Gas Mains and Sewers Plan ...... 14 Adjoining Development ...... 15 Benefits ...... 15 External Examples ...... 17 Cost ...... 17 Cost considerations ...... 18 Funding ...... 18 Conclusions ...... 19 Alternative ...... 19 What Next? ...... 20 Extension of Navigation ...... 21 Appendix ...... 24 External Publications Supporting Canal Restoration ...... 24

Canal Link Feasibility Report 20190714.docx 17/09/2019 2

Acknowledgements Acknowledgements to those who contributed to the writing of this report Adam Wyllie, who is the main author of the report, and carried out extensive research. IWA Chelmsford Branch, for their report ‘Springfield Basin ... and beyond’, from which a lot of information in this report was taken. Andy Nichols, for providing the possible flood alleviation methods in his document ‘Chelmer and Blackwater Navigation to City Rivers link – The flood alleviation benefit’. William Marriage and Roy Chandler for providing the photographs and images used in the report. Roy Sutton, IWA Consulting Engineer, for providing the key engineering information on the scope of work involved. IWA Restoration Hub for providing updated costs of the proposals.

Canal Link Feasibility Report 20190714.docx 17/09/2019 3

Executive Summary Waterways are an incredibly valuable asset and research has shown that the restoration or improvement of waterways can bring economic, social and environmental benefits to an area.

For too long Chelmsford has been unable to take advantage of the benefits of having a navigable waterway so close to its centre. By having a link between the Chelmer & Blackwater Navigation and the rivers Chelmer and Can, this upcoming and vibrant city would be able to take advantage of these benefits and add a recreation and tourism element to its impressive retail environment.

The study provides a background of both the History of the Navigation and the planning policies that have been drafted in recent times for the provision of a link.

The study then goes on to show the benefits canals can bring and provides evidence from many different sources, to assist in putting an even bigger case forward for the Canal Link. It highlights the potential risks and costs involved with the scheme, along with a qualified engineer’s assessment of what would be required. Mock up images are used to help visualise what could be achieved and enhance the ideas this scheme is putting forward.

The report concludes with a summary of the benefits and an alternative to the planned scheme. This is then followed by ‘What Next’ scenarios to assist in showing the further possibilities the scheme would bring.

The Canal Link could ultimately provide an idyllic area of open space that can be shared by all and give an incentive for regeneration of the gas works by providing a positive impact on the area. With the appropriate political will, all this might be achieved at no cost to the tax payer. Then the ability to have boats in the City Centre would give a recreation and tourism element encouraging even more people to visit and shop in the City, especially important at a time when town centres are known to be dying.

There is only one route for the Canal Link. This route alongside the Essex Record Office has so far been acknowledged in development proposals for the area. It is vital that future redevelopment of the vacant gas works land is also planned to protect and integrate the route so that if necessary the Canal Link can be constructed before or following this redevelopment. This can be achieved by planning the public open space around the route and positioning any new access road and bridge in conjunction with the Canal Link. This would benefit both schemes.

Canal Link Feasibility Report 20190714.docx 17/09/2019 4

Introduction

Objectives The Canal Link was first conceived in 1985 and later encapsulated in the Council’s Millennium Master plan for the Chelmer Centre. Although that project did not progress, the principal of this link has remained as a planning policy.

The objectives of this study are to clarify what is required for the Canal Link, the costs and engineering works required and the benefits of this scheme. The report will look to investigate the benefits and possibilities the Canal Link would bring. It will also look to outline any possible difficulties and the methods by which they may be overcome.

Background The Chelmer and Blackwater Navigation runs through the Essex Countryside, stretching almost 14 miles from the centre of Chelmsford to Heybridge Basin, near Maldon.

History of the Navigation In June 1793, an Act of Parliament was passed authorising the construction of a canal from Heybridge to Springfield in Chelmsford.

A privately owned company – The Company of Proprietors of the Chelmer & Blackwater Navigation Co (‘The Company’) was set up to run and manage this new canal.

John Rennie was appointed as Principal Engineer and building operations commenced in October 1793. The navigation opened in 1797 and consists of 13½ miles with 13 locks. Richard Coates was the Resident Engineer for the Navigation and is often credited as the man who built the Chelmer & Blackwater. He settled on the waterway becoming a major barge owner and merchant and his involvement is remembered by a blue plaque at Coates Quay in Springfield Basin.

The Navigation allowed barges to travel from Heybridge Basin to Chelmsford, bringing much needed cargoes such as coal, timber, lime etc. which had been transported by water from various parts of the country. It is often acknowledged that the Chelmer and Blackwater Navigation helped transform Chelmsford from an agricultural town, to an industrial one. Along with its close proximity to London, this drew the likes of Marconi, Crompton and Hoffman to establish their businesses in Chelmsford, allowing it to become the City it is today.

Canal Link Feasibility Report 20190714.docx 17/09/2019 5

In 1972 all trade on the Navigation ceased and the only traffic, apart from canoes, was the Company’s maintenance boats. In 1973 the Inland Waterways Association (IWA) held a rally of boats at King’s Head Meadow, thus introducing the first pleasure craft to use the canal above Heybridge Basin. This paved the way for craft to start mooring at Hoe Mill Lock and Paper Mill Lock. In the late 1970’s, vandals damaged the gates of Springfield Lock. These were not repaired and the lock fell into decay. This resulted in Springfield Basin being unusable by boats and this lack of use culminated in silting up, weed growth and rubbish accumulation.

In 1992, IWA Chelmsford Branch arranged a series of partnerships and spearheaded the restoration of Springfield Basin. This involved the Navigation owners, ‘The Company’, with National Rivers Authority dredging the Basin, Chelmsford Borough Council allowing the use of their land, Essex County Council repairing the lock bridge, adjoining owners repairing wharfs and IWA and Waterway Recovery Group (WRG) volunteers restoring Springfield Lock and the Basin feeder stream. In 1993 the basin was reopened following a final 2 weeks of work by the volunteers, with IWA holding a Rally of Boats with much fanfare and publicity. The hard work by all, especially the volunteers, was recognised and the restoration won the Shell Best of Britain Award.

Subsequently, residential and restaurant redevelopment took place around the head of Springfield Basin, including Coates Quay and Waterfront Place, which also provided public access that was not available before. Lockside Marina further showed how developers were keen to build waterside developments following the restoration of Springfield Basin.

In 2003 the Chelmer & Blackwater Navigation Co, ‘The Company’, went into administration.

In 2005, IWA took responsibility for maintaining and operating the Chelmer & Blackwater through its subsidiary Essex Waterways Ltd, in order to prevent its closure. Essex Waterways Ltd is a volunteer led not-for-profit company which operates the Navigation for public benefit. The Navigation has since become increasingly popular recreational and leisure facility.

In 2015, Essex Waterways celebrated 10 years managing the Navigation and IWA committed to providing support for at least another 10 years.

In 2017, Essex Waterways purchased the Navigation’s passenger trip boat Victoria and commenced their Chelmer Cruises operation offering public trips which has since expanded to operate three trip boats.

Canal Link Feasibility Report 20190714.docx 17/09/2019 6

Springfield Basin, Chelmsford.

Planning History In 1985, IWA Chelmsford Branch produced a report on Chelmsford’s Waterways titled ‘Springfield Basin ... and Beyond’. This well received publication highlighted the potential of the town’s waterways at a time when most development turned its back on the rivers and prompted a revitalisation and restoration of Springfield Basin. It highlighted the opportunity for redevelopment of the council owned gas works site, which was redundant then, for town centre residential uses. As part of this development the report proposed a new navigable cut be constructed, to connect Springfield Basin to the River Chelmer, above the automatic weir as this prevents any navigation upstream.

In 1991 Chelmsford Borough Council designated the Chelmer & Blackwater Navigation, within its Borough, as a Conservation Area. This was followed by similar actions by Maldon District Council and Braintree District Council, resulting in a near 14 mile linear Conservation Area. Subsequently, a ‘Town Scheme’ was established by Essex County Council which was to provide funding for repairs to the structures of the Navigation and assistance with the restoration of Springfield Basin.

In 1994 Chelmsford Borough Council adopted its Planning Brief: ‘Springfield Basin and Chelmer Waterside’. This planning brief promoted the immediate potential to create a series of new retail, commercial business, leisure and residential uses around the canal and rivers. It proposed that the various ownerships around Springfield Basin could be independently developed but related to overall planning guidance.

Canal Link Feasibility Report 20190714.docx 17/09/2019 7

In 2002 Chelmsford Borough Council adopted Supplementary Planning Guidance incorporating a Strategy for Chelmer Waterside and a series of Development Briefs for the areas comprising Chelmer Waterside. ‘Chelmer Waterside Development Brief’ included the new navigable cut suggested in the IWA report, written in 1985. Page 20 of this brief shows the cut as a Development Principle for Area 7. The Canal Link became a policy requirement funded by the redevelopment.

In 2003 Chelmsford Borough Council received a national Waterways Renaissance Award for its work on redeveloping Chelmsford’s Waterways.

2006 – 2008, Chelmsford Local Development Framework and Town Centre Area Action Plan Public Examination. IWA Chelmsford Branch was unable to convince the Inspector that the new cut was essential infrastructure and a policy requirement. It became an ‘Aspiration’ within the approved policy documents. The Town Centre Area Action plan still refers to the original 2002 Development Briefs and shows the cut as a proposed new public space.

Chelmsford Council had a feasibility report written in 2008 with the view to expanding The Meadows shopping centre, creating a mix use site with retail and residential properties and the new cut.

2012 Chelmsford is granted City status.

2015 30 years after IWA Chelmsford branch suggested the Council owned former gas works land be redeveloped for waterside residential uses, the council announced its sale for this purpose. The sale included part of the route for the new cut but no requirement that this be built, or its route safeguarded.

Canal Link Feasibility Report 20190714.docx 17/09/2019 8

2017 It was announced that Chelmsford City Council had purchased the remaining Gas Works site and received government funding in order to bring this forward for development.

2018 Redevelopment of the land sold by the Council commenced following many of the principles outlined in the earlier Chelmer Waterside Strategy.

The Canal Link

Route The planned route of the Canal Link is along the North side of the Essex Record Office, adjoining the boundary of the previously retained gas works site. A public footpath exists here and the Essex Record Office was positioned to overlook the Canal Link.

Aerial View

Canal Link Feasibility Report 20190714.docx 17/09/2019 9

Location Plan

Land Uses and Ownership

The vacant land, beside the Essex Record Office, where the Canal Link is proposed is currently owned by Chelmsford City Council. The land to the north east of this, at the Springfield Lock end has been sold to a developer, Taylor Wimpey. Their approved redevelopment scheme acknowledges the route of the Canal Link. A small area of this land, alongside Springfield Basin, is owned by Aquilla. Land to the north west of the Canal Link, known as the gas works land, has recently been purchased by Chelmsford City Council. It is understood that this is being prepared for redevelopment.

The Essex Record Office location and design was planned and built to overlook the Canal Link, which was at the time a key feature of the planned redevelopment of the area. Its main Search Room windows were positioned to face over the Canal Link.

The Canal Link will itself be part of Public Open Space within the redevelopment and as such it can be offset against the overall Public Open Space requirement for the area.

The 1793 Act of Parliament for the making of the Chelmer & Blackwater Navigation gives the Navigation Company powers to purchase land and construct watercourses for the supply of water to the Navigation.

Canal Link Feasibility Report 20190714.docx 17/09/2019 10

Ownership Plan

Design In 2008, IWA provided the services of their Consulting Engineer to advise on the scheme and to confirm that the planned Canal Link is practical in engineering terms.

The specifications for the Canal Link are as follows:

 170m in length  Minimum width to be 6m  Middle section widening to 10m for mooring and passing  Depth of water in the Canal Link to be 1.5m  Canal Link sides to be formed by steel AU14 sheet piling, except over service mains.  Artificial stone capping with a hardwood rubbing strip along the total length  A new road bridge will need to be built at the Springfield Basin end of the Canal Link  A new cycle/footpath bridge will need to be built at the river Chelmer end of the Canal Link

The Chelmer Waterside ‘Peninsula’ area is known to have been subject to the raising of levels and the type of fill is unknown. The former use of the site as a gas works has resulted in soil contamination in

Canal Link Feasibility Report 20190714.docx 17/09/2019 11

some areas and soil sampling along the line of the Canal Link is therefore advisable to establish the degree and extent of this as well as ground and fill make up. The findings will advise whether excavated spoil will need to be removed from site or cleansed/stabilised on site. The use of sheet pile construction and clay base for the Canal Link will provide a seal to the adjoining undisturbed ground and prevent any contamination therein from entering the new watercourse.

Canal Link Site Plan

Canal Link Feasibility Report 20190714.docx 17/09/2019 12

Canal Link Cross-Section

Stone coping with hardwood dock edge rubbing strip. Public Space

24.000 Assumed new site level Towpath 23.250 22.800nwl Tiered edge to new cut

Sheet steel piling

Clay pugged base 21.300 base

Utilities and Services

Construction of the Canal Link is complicated by the existence of services which cross the site, these are:

 Two main sewage pipes cross the route of the Canal Link, an egg shaped brick sewer and a concrete pipe sewer, with 790mm and 1480mm diameters.  A medium and a high pressure gas main cross the route at the Springfield Basin end of the Canal Link.  A low pressure gas pipe crosses the route at the River Chelmer end of the Canal Link, this was lowered in preparation of the Canal Link construction when the Record Office was built.  There are also services including water, electricity and telephones in Wharf Road serving the new development which will need to be relocated in the new access road bridge.

The main sewers and gas mains are shown on the plan below.

Cross-Section of the Canal Link over existing services

Canal Link Feasibility Report 20190714.docx 17/09/2019 13

Consultation with Cadent has confirmed that it is possible to lower both the medium pressure and high pressure gas mains to allow for construction of the New Link. They have provided an estimated cost for this work.

Previous proposals exist to relocate the gas High Pressure Reduction Station (HPRS) away from the gas works land as this places considerable constraints upon redevelopment. If this was still to happen the high pressure gas mains in the area would be downgraded reducing their constraints and thus allowing redevelopment densities appropriate to this city centre site.

Wharf Road contains utilities including electricity and telecoms which serve the Essex Record Office and which will be updated to serve the new Chelmer Waterside development. These services can be accommodated in the new bridge that will be required to carry Wharf Road.

The new Wharf Road bridge and the footpath/cycleway bridge to south of the Essex Record Office have been included in the estimated costing but will both need to be subject to detail design work.

Gas Mains and Sewers Plan

Canal Link Feasibility Report 20190714.docx 17/09/2019 14

The main sewers cross the existing Navigation where they are protected by mass concrete haunching as they protrude above the bed of the Navigation. The depths of the sewers across the line of the Canal Link have been checked with assistance from the Anglian Water Authority and there is adequate depth above these to allow construction of the Canal Link. It will however not be possible to use sheet pile construction where the Canal Link crosses the sewers and gas mains. A reinforced concrete ‘U’ channel is therefore proposed in these locations which will also provide protection to the services.

Adjoining Development Chelmsford City Council has recently purchased the adjoining vacant gas works site and whilst the current indications are that the future use of this land is unknown, they propose that a new access road is provided into the site from Parkway crossing the River Chelmer. A previous vehicular access exists here in the form of a ‘bailey bridge’. If it is decided that this needs to be replaced with a new bridge, the construction of this in a similar or parallel position can be accommodated alongside the Canal Link. Any new bridge must provide adequate headroom for continued river use. If a connection to Wharf Road is deemed desirable, this would be best located over the easement for the gas main so as to utilise an area otherwise sterilised for development on the somewhat constrained site.

The Chelmer Waterside development currently being built by Taylor Wimpey has been planned to relate to the new Canal Link.

Benefits The economic benefits that waterways bring include the creation of jobs as well as increased leisure and tourism. Social benefits can include sense of community through campaigning and volunteering as well as benefits to health through increased opportunities for cycling and walking.

During recent years the city’s previously unused riversides have become new waterside frontages alive with new leisure venues incorporating restaurants, bars and cinemas and a new Leisure Centre is under construction. These frontages have also become prime locations for residential apartments whilst creating busy new vehicle free pedestrian and cycle routes through the city centre connecting to outlying areas. The Canal Link will provide additional waterside frontages, links and activity to the City, together with the new waterside public spaces.

The Canal Link would provide the benefit of linking Chelmsford’s parks and open spaces to the countryside, giving over 14 miles of linear park via the Chelmer & Blackwater Navigation encompassing both waterway and footpath facilities. This addition to the walking and possible cycling network will provide more opportunities for exercise, improving health and well being.

The attractive recently redeveloped Springfield Basin with its moored canal boats still remains a little known attraction. The Canal Link with its associated open space and pedestrian routes will provide a new direct link connecting the Basin with the city centre.

Canal Link Feasibility Report 20190714.docx 17/09/2019 15

Engaging the public and civic organisations in improving the City waterside locations, for the benefit of everyone, it will create a great sense of community. The connected waterways will encourage and foster better urban design in the waterside locations. More pleasing public spaces will provide new leisure oriented business opportunities over a greatly expanded waterfront. With a new attraction to draw visitors this will create employment opportunities and local residents will have a neighbourhood to enjoy and be proud of.

These waterside locations will make attractive residential locations and create extra demand, thus increasing property values.

There will also be new water activity with public boat trips, narrow boats, small cruisers and other water craft able to take advantage of navigating into the City Centre which will add interest and vibrancy, and there could be extra income from boaters spending in the city centre and tourism will be encouraged.

Healthy Living has seen an increasing use of canoes and paddleboards on the Navigation and the Link to the city rivers will provide additional areas for residents to explore.

The linking of the rivers with the Navigation will provide an added attraction with the operation of public trip boats in the city centre.

The Meadows shopping centre feasibility report, written for the Council in 2008, incorporates using the Canal Link to provide new facilities for the Canoe Club and Sea Cadets, who could be displaced in the event of any redevelopment. Both play an important part in providing active use of the rivers in Chelmsford, with their current central location allowing them to provide water activity for youth.

The water supply to Springfield Basin has been altered many times with redevelopment of this part of Chelmsford. The current piped system is inadequate to meet the necessary water replacement when Springfield Lock is heavily used. The Canal Link would provide ample water to allow full use of the lock and thus maintain the water levels required to protect fish stock and the setting for recent residential developments around the basin.

The ineffective boat rollers located between the automatic sluice and the Record Office would no longer be required because boats from the rivers would be able to use the Canal Link and Springfield Lock to access the Chelmer & Blackwater Navigation.

Additional and active waterways in the City centre would encourage the residents of Chelmsford to ‘take to the water’ for recreation, leisure and healthy living activities.

The Canal Link would increase the land value, not only increasing already purchased land but providing greater incentive for land yet to be developed.

Adding a recreational and tourism element to the centre of Chelmsford would help provide even more incentive for people to visit and would provide even more of a benefit to the shops and restaurants that are along the waterfront.

The site of the peninsula sits in a Flood Zone 2/3 Environment Agency designated flood risk area. The Link would create greater flood water storage. EA maps showing the flood zone are in Appendix B.

Canal Link Feasibility Report 20190714.docx 17/09/2019 16

A report written by the EA in 2009 ‘North Essex Catchment Flood Management Plan, Managing Flood Risk’, identifies the channel from the River Chelmer to Springfield Basin, restored by IWA in 1993, as ‘providing protection to Chelmsford from a 10% to a 0.2% annual probability river flood’ (Page 8).

For Chelmsford, this report advises; ‘planners to follow the principals of PPS25, incorporate resilience measures so that the location, layout and design of development can help to mitigate residual flood risk and provide opportunities to improve the environment and make space for water.’

The full report can be found on: https://www.gov.uk/government/publications/north-essex-catchment-flood-management-plan

Further flood alleviation might be achieved by incorporating other elements into the design of the Canal Link. Andy Nichols has written a document exploring this and other ideas titled ‘Chelmer and Blackwater Navigation to City Rivers Link – The flood alleviation benefit’.

External Examples There have been many reports written for various projects across the country. Projects like the Bedford & Milton Keynes Link, Daventry Canal Arm Construction, Derby Canal Restoration scheme, restoration of the Droitwich Barge and Junction Canals, Restore extend and develop the Leek Arm on the Caldon Canal, to list just a few. The local authority in Maidenhead is implementing a plan to make its rivers a navigable link to the River Thames.

The Bedford & Milton Keynes Waterway Trust with Local Authority support is promoting the development of a broad waterway park which will link the Grand Union Canal in Milton Keynes with the river Great Ouse in Bedford through a series of waterway parks.

Daventry is a good and current example with regards to the local authority identifying the benefits of waterside locations. The Council sees a new £11.7m two mile canal link with seven locks as being a potential catalyst for regeneration in Daventry town centre and for raising the towns’ profile as a tourist destination.

There is a list of publications written providing documented support and research into the benefits of canals and their restoration in the Appendix.

Cost Using the information provided by the Consulting Engineer in 2008, costs of constructing the Canal Link were estimated by a professional Quantity Surveyor.

In 2008 the total cost of the Canal Link was estimated at £1.94m

An updated cost has been estimated in 2018 by the IWA Restoration Hub which is recognised as a specialist provider of guidance and expertise for waterway restoration. This estimated the cost as £2.33m

This included the cost of excavation with the reuse of soil from the excavations (assuming it is inert) on the adjoining sites in conjunction with raising site levels for flood protection.

Canal Link Feasibility Report 20190714.docx 17/09/2019 17

The costs for the road bridge and footpath bridge across the Canal Link are included although both would need to be specifically designed and depending upon the final design these costs might increase.

The estimate does not include the cost of moving the gas mains or services in Wharf Road. An estimate of £500k has been allowed for this.

Cadent have estimated the cost of moving the medium pressure gas main which together with associated work would be in the order of £150k. The cost of moving the high pressure gas main is estimated at a probable cost of £1.6m but within a range of £1.1m - £2.1m allowing for their contingency method of pricing.

The total estimated cost is therefore £4.58m but taking into account the possible Cadent variations it could be between £4.08m - £5.08m

Cost considerations It could be possible to reduce the costs of the project by using volunteers for some tasks. The Waterway Recovery Group (WRG) has many years of experience in re-building and constructing waterways and arranges numerous volunteer Canal Camps each year. Their volunteers are able to excavate the soil with heavy equipment and carry out piling. The use of volunteers can assist with the funding of schemes but there may be a downside with the work taking longer to complete. Website: (www.waterways.org.uk/wrg/).

Funding Local Authorities are currently known to be short of funds and it is therefore not anticipated that Chelmsford City Council would fund this project, even though the land values would be likely to increase. Local Authorities are however able to access government funds to bring forward urban sites for redevelopment and Chelmsford City Council have previously been successful in this respect and their expertise in this field would be beneficial.

Funding could be acquired through various means. There are many organisations that grants could be applied for and sponsorship could even be achieved to cover certain elements of the project. In what is often described as a ‘New Canal Age’ the recreational, leisure, tourism and well being benefits of waterways have been recognised and funding for schemes has been forthcoming.

In order to seek funding it will be necessary for the Canal Link to be accepted as a firm proposal with support from the Local Authority, or for it to be the subject of a planning application and consent. It may then be possible to seek funding towards the necessary detailed design work to render the project ‘spade ready’.

The cost of funding the project could be greatly reduced by the use of volunteers. The Inland Waterways Association’s Restoration Hub expertise is widely acknowledged as the authority on the restoration and reopening waterways, as well as being able to provide volunteers and support through their Waterway Recovery Group.

Canal Link Feasibility Report 20190714.docx 17/09/2019 18

Conclusions The benefits that waterways bring are well documented. With the Canal Link in place Chelmsford would be able to realise these benefits.

Water is always an attraction, whether as somewhere to stroll or sit beside, perhaps at a waterside restaurant or somewhere to boat, canoe or paddleboard. The connection of the rivers and Navigation with the Canal Link would also encourage the operation of public river trips in the city centre.

The extension of the waterway into the City Centre would create a recreational facility as an added attraction to the city centre. It would be a new urban public space with active water frontages, so something different from the other urban spaces that have been created. It would create a unique city character and it is very important that cities have a different character from out of town shopping centres that they are competing with. Encouraging day trips to city centres is seen as a way of helping them to compete with on-line retail sales.

Further investigation would be needed to establish if the Canal Link would provide flood alleviation and if so, to what extent. This could form a separate study. The feeder channel into Springfield Basin from the River Chelmer restricts the water supply into Springfield Basin, especially in the summer months when rapid weed growth occurs and use of Springfield Lock is at its peak. The Canal Link would overcome this problem and encourage more boats from the Navigation to visit Chelmsford.

An Environment Agency report in 2009 states that the feeder channel provides flood alleviation; the Canal Link is more than likely to do so but on a much greater scale and covering both the River Chelmer and River Can. This potential increase in flood storage capacity/overspill would need to be investigated further to identify exactly how it might help enable adjoining redevelopment.

It is anticipated that replacement flood storage capacity in the area will be required to enable redevelopment of the adjoining former gas works land which is now owned by Chelmsford City Council.

There is only one route for the Canal Link and with redevelopment of the adjoining Chelmer Waterside area it is vital that this route is acknowledged and incorporated within the planned developments. Ideally the Canal Link should be constructed as part of the redevelopment, but if this is not possible for political reasons, the provision of open space along its route should allow for its future provision.

Alternative In September 2016, IWA again sought the services of its Consulting Engineer to look at a possible alternative to the Canal Link. The only possible alternative is to construct a lock alongside the automatic weir. A report has been produced, titled ‘Chelmsford ‘New Lock’ – An Alternative Route from the Chelmer & Blackwater Navigation to Chelmsford City Centre’. Although the costing in this document is an estimate, it is clear it will be about the same, or more expensive than the Canal Link, with less resulting benefits to the area. The issue of gas mains still needs to be overcome together with access for the Environment Agency to their hard standing area, which they use for positioning heavy machinery when conducting maintenance/emergency repairs to the automatic weir.

Canal Link Feasibility Report 20190714.docx 17/09/2019 19

What Next? The Canal Link will open the gates to many other possibilities.

Brindley Place is a thriving and extremely popular attraction in Birmingham. It was achieved when a disused industrial site in Birmingham was redeveloped, along with restoring the canal. Restaurants now adorn the canalside, with offices and leisure facilities above. Such an image could be realised in our own redundant gas works site, with the Canal Link at its front.

Boats and other water based craft would then be able to navigate into the heart of Chelmsford. Some bridges would need to be raised to fully realise this but again, this could be achieved gradually through forward planning and ‘planning gain’ as many are of inadequate width for their shared footpath/cycleway use. Stone Bridge, an iconic historic feature of Chelmsford City Centre already provides adequate headroom and so does not require alteration. Below is a plan of Chelmsford City centre and the extent to which craft could navigate. The bridges could be altered in stages, or one by one as marked on the plan but are outside the scope of this report.

Canal Link Feasibility Report 20190714.docx 17/09/2019 20

Extension of Navigation

On the River Can the existing Meadows landing stage could again be used for running river trips exploring the Rivers Can and Chelmer and Springfield Basin via the Canal Link, or even venturing downstream on the Chelmer & Blackwater Navigation to Sandford Mill for longer trips.

Canal Link Feasibility Report 20190714.docx 17/09/2019 21

Boats would be able to venture along the river Can through Central Park and as far up river as the railway viaduct.

The same could also be realised on the River Chelmer, with boats reaching The Meadows and Backnang Square with its waterside pubs and restaurants.

Canal Link Feasibility Report 20190714.docx 17/09/2019 22

Backnang Square raft race.

Gloucester Quays Outlet is an example where canals, retail and residential can all be located within the same area and thrive as one. Opened in 2009 the Outlet has become a popular destination for tourists and shoppers and it is proposed that further investment will be made to the area to expand the development. This too could be an aspiration for use of the former gas works site. This confirms that designing schemes with canal frontages at their heart can prosper and rejuvenate areas.

Canal Link Feasibility Report 20190714.docx 17/09/2019 23

Appendix

External Publications Supporting Canal Restoration

 In 2009 the Town and Country Planning Association produced a Policy Advice Note: Inland Waterways titled ‘Unlocking the potential and Securing the Future of Inland Waterways through the Planning System’. In the main conclusions of this Policy Advisory Note (PAN) it states ‘Waterways need to be recognised as a form of strategic and local infrastructure performing multiple functions and supporting the visitor economy as well as regeneration, renewal and growth agendas.’ A copy of the PAN can be found on https://canalrivertrust.org.uk/media/original/30984-planning-advice-note-inland- waterways.pdf?v=624b8f  In 2010/2011, DEFRA and IWAC commissioned Jacobs consultancy to write a report titled ‘The value of Inland Waterways in England and Wales’. This publication was used to form the basis of what was the then public sector British Waterways being transferred to a charity and subsequently becoming Canal and River Trust. The Executive Summary of this report stated ‘The benefits currently provided by navigable waterways, both at the case study level and national level, are clearly significant’. A copy of this report can be found on the IWA website - https://www.waterways.org.uk/pdf/iwac/value_of_inland_waterways.  In 2013 the Canal and River Trust commissioned Northampton University to carry out a research project that would explore the economic, social and environmental impacts of restoration projects carried out over the previous two decades, titled ‘Water Adds Value’. The study concluded that ‘It is evident from the data in the original papers, supported by comments from those interviewed that the impact of waterway restorations is very far- reaching and almost always in excess of that which was anticipated and planned for. ‘A copy of the report can be found on: https://canalrivertrust.org.uk/media/original/6568.pdf  "Waterways in Progress" demonstrates that well thought-out, partial restoration initiatives can start to deliver right from day one using case studies such as Ebley Mill on the Cotswold Canals project, Hollingwood Hub on the Chesterfield Canal and the built and natural assets on the Montgomery Canal. "Restoration schemes are not just a means to an end; they have a life of their own and can bring quantifiable benefits at every stage" The report is accompanied by a video fronted by IWA Vice President, David Suchet. Mr Suchet has written a foreword for the report, in which he explains how, by working alongside volunteers from the Lichfield & Hatherton Canals Trust, he has seen firsthand the differences that small stepping stones of progress make along the way to full length canal restoration. As he says, “This report shows the magic that can be created by visionary groups of volunteers who are determined to make a difference to our waterways.” www.waterways.org.uk/waterwaysinprogress

Canal Link Feasibility Report 20190714.docx 17/09/2019 24